Carbureter.



L. McADAM.

CARBURETER.

APPLICATION FILED MAR. 21, 914. A 1 155,829. Patented Oct. 5, 1915. z 2 SHEETSSHEET 1.

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LINUS J'. MCADAM, OF BARKER, NEW YORK.

CARIBURETER.

Specification of Letters Patent.

Patented Oct. 5, 1915.

Application filed March 21, 1914. Serial N 0. 826.223

internal combustion engines and has for its primary object to produce aneiiici'ent and practical carhureter by means of which low grade fuels. such, for example, as kerosene, which are less volatile than gasolene, can be successfully and economically used in the operation of internal combustion engines.

Other objects will appear from the following description.

According to this invention the liquid fuel is first atomized, preferably by means of compressed air, and an initial mixture of fuel and air produced in which the fuel is only atomized or partially vaporized. and this initial mixture is caused to commingle, preferably at successive points on its way to the engine, with additional supplies of air under pressure and atmospheric air whereby the atomized or partially vaporized fuel is thoroughly vaporized and mixed with.

the necessary volume of air to produce an explosive mix ture suitable for use in internal combustion engines.

In the accompanying drawings. Figure 1 is a diagramn'iatir-elevation. partly in section. showim a carbureter embodying the invention. 1 lg. 2 is a fragmentary sectional elevation, enlarged, of the atomizing device. Fig. 2 is a section on line :r-a, Fig. Fig. 3 is an enlarged side elevation of the carbureter. Fig. 4 is an end elevation thereof. Fig. 5 is a sectional elevation. enlarged, of

the atomizing nozzle and connected chamber.

Fig. 6 is an enlarged longitudinal sectional elevation of the carbureter. showing the throttle valve closed. Fig. 7 is a similar view showing the throttle valve partially opened. Fig. 8 is. a similar-view of the throttle and air regulating valves, showing them both opened. Fig. 9 is a sectional elevation in line9-9, Fig. 8.

Like reference characters refer to like parts in the several figures.

A, Fig. 1, represents an internal combustion engine, Ba tank or reservoir containing the liquid fuel, and C a reservoir for compressed air which is supplied by any suitable means, such as a compressor D driven by the engine, and connected by a pipe (Z to the air reservoir C, in Which the pressure is preferably maintained substantially constant by pressure controlling means for this purpose in motor driven vehicles. Air is preferably supplied from the air reservoir C to the fuel tank to maintain pressure therein by a pipe 6. i

F represents one or more fuel supply pipes which lead from the lower portion of the and H represents a pipe for supplying compressed air to the nozzle for atomizing the fuel. In the construction shown, the atomizing nozzle is connected to one end of the air supply pipe H which is connected at its other end to and communicates with the upper portion of the fuel tank B, and there (not shown.) such as commonly employed fuel tank B to a fuel atomizing nozzle G,

are two of the fuel supply pipes F of small gage which pass through and are inclosed by the air pipe H as shown in Fig. 2*. The atomlzlng nozzle G discharges the atomized fuel into an initial mlxing pipe or chamber I to which the nozzle is connected-in any suitable manner. The fuel is discharged into this pipe I by the pressure of the air on the fuel in the fuel-tank B and by the flow of compressed air through the pipe H, and is atomizedand mixed with the air in the pipe I, which is preferably provided with an enlargement or casing 2' at the nozzle end thereof of sufiicient size to permit the proper expansion and mixture of airand atomized fuel. I

The air supply pipe His provided at an appropriate point with an air inlet valve h of any suitable sort adapted to be opened by the suction or vacuum created by the engine to admit atmospheric air to the pipe H.,

This valve also serves to admit air to the pressed ai'r'is conducted from the air reservoir C by a pipe L Which preferably con-. nects with the mixing pipe or chamber K at an acute angle in rear qftheconnection of the pipe I therewith. This supplemental mixing pipe or chamber K connects with the intakemanifold of the engineA through to which a supplemental supply of com-i Zia P tt

suitable connections controlled by a throttle valve hereinafter described.

M represents an auxiliary air admission valve which is connected with the supplemental mixing pipe or chamber K and is opened automatically by the suction of the engine to admit atmospheric air to the supplemental mixing pipe or chamber. As shown, this auxiliary air admission valve comprlses .a casing 771. connected to the pipe K and having a conical end provided with air inlet openings m, and'a bell m which is arranged to slide on a tube 122* in the casing .m and has a large open end opposite the mixing pipe or chamber K and a, closed conical end adapted to close the inlet open- 'ings m in the conical end of the casing.

will close the entrance holes m in the tube "fimt-and thus cut off the admission of air or the escape of compressed air when the engine is not in motion. A valve of any other suitable construction adapted to control the admission of air in accordance with the de- .mands' of the engine could be used in place of the valve M described.

The i i-rushing columnsof compressed air from thepipe L and atmospheric air admittted by the valve M meeting the preliminary mixture of atomized fuel and air from the preliminary mixing chamber I act to further subdivide or break up the atomized or partially vaporized fuel and to thoroughly vaporize and intimately mix the same With the additional volume of air in the supplemental mixing pipe or chamber and produce an explosive mixture which will ignite readily in the engine at ordinary atm'ospheric temperatures, thus permitting the engine to be started without heating the explosive charge even in cold weather.

By atomizing and vaporizing the fuel by means of compressed air in the manner explained, the-vaporization is so complete that it is not necessary for the engine to be warm or driven at high speed in order to properly vaporize the fuel as in the case of carburetersin which the vaporization is due to the suction produced by the engine, and the described construction therefore enables the with such low grade fuels as kerosene.

engine to be readily started even when colfil, T e compressed air supplied by the pipes H and L gives a mixture suitable for starting, and

masses when the engine is in operation the automatically opening air valves 71. and M supply the necessary additional air for ordinary running conditions.

N represents the throttle valve of the carbureter. This valve preferably comprises a funnel-like casing it having a central openended sleeve at extending through it, in which slides an open-ended tubular valve n adapted to'open and close tapering ports 11. in the sleeve n. The supplemental mixing pipe or chamber Kconnects with the large end of the valve casing n at one side of the sleeve 'n, and the sleeve is connected at the small end of the casing with an outlet pipe 0 leading to the intake manifold of the engine so that the explosive mixture must pass from the supplemental mixing pipe or chamber through the casing 92 and the ports a in the sleeve n controlled by the valve 71?. The valve n can be actuated to control the passage of the explosive mixture to theengine by any suitable means. A lever P, fulcrumed on a bracket 7) secured to the valve casing and connected to a yoke 12 attached to the valve, is shown for this urpose. p is an operating rod attached to the lever and adapted to extend to any convenient-point for operation. I

Q represents an air regulating and safety valve which normally closes the outer end of the throttle valve 11 but is adapted to be opened to admit air for increasing the proportion of air in the explosive mixture when the running conditions admit of the use of a leaner mixture. The valve Q3 shown consists of aplug slidable in the outer end of the tubular throttle valve n and having tapering peripheral slots r1 which provide passages through which the air is admitted when the air valve is pulled outwardly or opened. The valve is closed by a spring 7 and also by the suction or aspiration of the pistons. The means shown for opening the valve consist'of a lever pivoted on the bracket 7) and engaging an adjustable nut on the valve stem and an actuating connection leading to a coni'enient point for operation. The air valve can, however. be operated by any other suitable means, either manual or automatic. This valve is adapted to be opened against the action of its closing spring by pressure on'its inner end, and it therefore acts as a safety valve in the case of a back-fire, affording an opening to the atmosphere for the burning gases.

R and S indicate valves in'the compressed air pipes e and L for shutting of the compressed air when the carbureter is not in use. These valves can be operated simultaneously by any suitable means, such as arms 1 and a on the valves connected by a rod 25 and attached to an operating rod 6. These valves, R and S, could be dispensed with if the throttlevalve were arranged to close tightly, but it is desirable to have the throttle valve arranged so that when closedit will leave the usual slight passage for the mixture in order to prevent stalling the engine when closing the throttle valve to slow down the engine. The valves R and S are therefore preferably used for shutting 03 the compressed air in order to prevent the formation of an explosive mixture in the supply tube beyond the throttle valve when the throttle valve is-slightly open.

I claim as my invention:

1. In a carbureter, the combination of a fuel atomizing device, atube having an opening in its side into which the atomized. fuel is admitted, an air inlet valve at the end of said tube, and means for admitting compressed air into said tube in proximity to the inlet for said atomized fuel. I

2. In a carbureter, the combination of a fuel atomizing device, a tube into which the atomized fuel is admitted, an air valve for admitting air into said tube, said valve having a member which is moved in one direction by the suction within said pipe to open the valve and which is moved in the oppo site direction by compression to close the valve, and means for admitting compressed air into said tube.

3. In a carbureter, the combination of a mixing chamber connected with the lntakeof an internal combustion engine, means for atomizing liquid fuel, a pipe into which said atomized fuel is discharged and which con: nects with said mixing chamber, and .a pipe connecting a source of air under pressure.

engine for admitting additional air to said. mixing chamber in rear of the connectlon of said atomized fuel pipe therewith.

4. In a carbureter, the combination ofa fuel atomizing device, apipe for supplying air under pressure to said atomizing devlce to atomize the fuel, a passage which is connected with the intake of an internal combustion engine and into which said atomized fuel is discharged, suction-operated lvalves for separately admitting atmospheric air to said compressed air supply pipe and to said passage, and means for delivering. a supplesite direction by compression to close the valve, means for admitting compressed air into said tube, and a safety valve adapted to.

be opened byabnormal pressure.

6. In a, carbureter, the combination of a fuel atomizing device, means for supplying air under pressure to said atomizing device to atomize the fuel, a passage which is connected with the intake of an internal combustion engine and into which said atomized fuel is discharged, means for supplying'ad-' ditional air to said passage, a throttle valve controlling said passage, and a safety valve adapted to be opened by abnormal pressure in the casingof said throttle valve.

7. In a carbureter, the combination of a fuel atomizing .device, means for supplying air under pressure to said atomizing device to atomize the fuel, a passage which is connected with the intake of an internal com- 7 bustion engine and into which said atomized fuel is discharged, means for su plyin ad ditional air to said passage, a tu ular t rottle valve controlling said passage, and a safety valve which normally closesthe passage through said tubular throttle valve and is adapted to-be opened by abnormal pressure in said throttle valve.

' itness my hand, this 16th day of March,

I LINUS J McADAM..

Witnesses: F.'W; MoAnAM,

FRANK M. HoAo. 

